THE  STORY  § 
PULLMAN 


THE 
STORY  OF  PULLMAN. 


BLAKELY  &  ROGERS 
CHICAGO. 


i. 


THE  Pullman  World's  Fair  exhibit  is  unique. 
It  is  unique  in  the  fact  that  what  it  repre- 
sents is  in  its  entire  development,  as  well  as 
its  origin,  distinctively  and  purely  American. 
It  is  the  evolution  of  an  idea  originated  by 
an  American,  in  a  wholly  new  field  of  pro- 
gress in  which  there  had  not  been  even  any 
tentative  gropings  in  other  lands  than  ours, 
and  by  an  American  worked  out  along  lines 
of  strong  individual  personality,  until  it  has 
overshadowed  and  revolutionized  all  other 
methods  everywhere  in  the  area  of  its  operation. 
It  is  an  interesting  fact  in  connection  with 
the  Pullman  exhibition  train  that  it  holds 
precisely  the  same  position  in  its  particular 
field  that  was  held  by  the  first  Pullman  car 
ever  built.  The  first  Pullman  car,  at  the  time 
it  was  completed,  represented  the  Nineteenth 
century's  highest  achievement  in  the  ma- 
chinery of  travel,  just  as  unquestionably  as 
does  the  train  of  Pullmans  exhibited  at  the 
Columbian  Exposition  of  1893.  Not  only  that, 
but  there  has  never  been  a  time,  from  the  com- 
pletion of  that  first  car  to  the  completion  of  the 
World's  Fair  train,  when  the  Pullman  car  was 
not  the  Nineteenth  century's  highest  achieve- 


ment  in  vehicles  for  passenger  transportation 
During  all  the  years  from  the  beginning  of  the 
Pullman  work  to  the  present  day,  it  has  never 
been  dislodged  from  the  dominant  position  it 
took  in  one  leap  at  the  very  outset.  Had  a 
World's  Fair  been  held  every  year,  from  that 
in  which  the  old  Pioneer,  the  first  of  the  great 
Pullman  fleet  of  traveling  palaces,  was  launch- 
ed, to  the  year  in  which  we  live,  the  best  the 
century  had  done  in  solving  the  problem  of 
long  journeyings  by  land  would  always  have 
been  the  latest  car  turned  out  from  the  Pull- 
man shops. 

Of  the  material  benefits  to  humanity  which 
this  achievement  has  brought,  the  beautiful  train 
of  World's  Fair  cars  is  the  expression.  It 
speaks  for  itself;  needs  no  interpreter.  But 
there  is  more  than  a  material  side  to  what  has 
been  accomplished.  In  the  building  up  of  the 
Pullman  industries,  what  may  be  termed  pure 
abstract  sentiment  has  played  a  greater  part 
than  is  commonly  known.  Appreciation  of 
the  value  of  the  beautiful  has  not  found  expres- 
sion merely  in  making  sleeping-car  interiors 
the  object-lessons  in  decorative  art  that  they 
are.  That  which  is  harmonious  and  beautiful 
has  been  recognized  as  having  an  incitive 
energy  of  its  own,  capable  in  its  way  of  being 
turned  to  account  as  a  force  in  the  production 


of  results,  just  as  is  the  force  of  the  steam 
engine  itself.  It  is  as  a  symbol  of  this,  to  a  cer- 
tain extent,  that  the  World's  Fair  model  of  the 
Town  of  Pullman  has  significance.  But  the 
Town  of  Pullman  means  more  than  that.  It  is 
a  product,  and  perhaps  may  prove  to  be  the 
culminating  product  in  its  enduring  benefits  to 
mankind,  of  the  principles  on  which  the  entire 
Pullman  fabric  is  reared.  Its  growth  is  as 
much  the  logical  outcome  of  those  principles 
as  is  the  palace-car  train  itself. 

To  understand  this,  to  know  something  of 
how  one  man  has  been  able  to  create  a  vast 
productive  industry,  which  is  one  of  the  cen- 
tury's great  civilizing  strides,  and  which,  from 
small  beginnings  has  now  reached  a  market 
value  of  $60,000,000,  it  is  necessary  to  get  back 
to  the  beginning  of  the  undertaking,  and  to  fol- 
low briefly  the  outline  of  its  development. 


II. 


At  just  what  time  Mr.  Pullman  first  began 
thinking  on  the  subject  of  sleeping-cars,  he 
would  himself  perhaps  find  it  difficult  to  tell. 
The  problem  had  been' raised  by  the  comple- 
tion of  what  then  were  considered  long  lines  of 
railroad.  Baltimore,  Philadelphia  and  New 
York  had  thrown  out  filaments,  of  iron  for 
considerable  distances  toward  the  West.  To 
get  to  the  Ohio  River  at  either  Wheeling  or 
Pittsburgh,  or  to  get  to  Lake  Erie  at  Dunkirk 
or  Buffalo,  involved  a  journey  ot  over  400 
miles.  A  journCy  of  400  miles  took  as  much 
time  as  now  does  one  of  more  than  double  that 
distance.  The  physical  fatigue  involved  was 
greater  th'an  is  now  incident  to  a  trip  from  the 
Atlantic  Ocean  to  the  Pacific. 

With  the  increase  of  competition  there  had 
come  an  increase  in  the  public  demands. 
Roads  began  to  make  efforts  to  increase  travel 
by  introducing  devices  to  promote  the  trav- 
eler's comfort,  and  certain  clumsy  attempts 
were  made  to  provide  him  a  sort  of  bunk  in 
which  he  could  get  a  little  sleep  at  night. 

Mr.  Pullman  was  at  that  time  a  young  man. 
In  a  general  way,  the  sleeping-car  and  its  pos- 
sibilities had  floated  through  his  mind,  and 


he  had  casually  discussed  the  matter  with 
friends.  His  first  serious  attention  to  it,  how- 
ever, dates  from  a  certain  night  journey  he 
made  about  that  time  from  Buffalo  to  West- 
field.  It  was  a  sixty-mile  ride,  and  he  occupied 
a  bunk  in  one  of  the  so-called  sleeping-cars  of 
that  epoch.  During  the  journey  he  lay  awake, 
revolving  in  his  mind  plans  by  which  the  car 
could  be  transformed  into  a  dormitory,  in 
which  there  would  be  a  greater  degree  of  com- 
fort and  elegance.  While  it  cannot  be  said 
that  his  determination  to  make  'sleeping-car 
construction  the  occupation  of  his  life,  dates 
from  that  particular  night's  ride,  it  is  certain 
that  he  left  the  train  at  Westfield  convinced 
that  he  could  build  a  better  car  than  the  one 
he  had  just  occupied,  and  dimly  seeing,  even 
thus  early,  the  possibility  of  there  being  in  that 
direction  a  field  for  his  life-work.  ' 

But  it  was  not  until  some  time  after  this 
that  he  entered  into  the  subject  in  earnest. 
His  reflections  had  then  convinced  him  that  in 
the  sleeping-car  lay  the  solution  ofthe  problem 
of  long  continuous  journeys,  which  in  the  near 
future  was  destined  to  become  among  the  most 
important  to  the  traveling  public  of  any  grow- 
ing out  of  the  rapid  expansion  of  the  American 
system  of  railroads.  During  the  years  from 
1859  to  1863,  he  made  a  series  of  experiments 


8 


on  the  Chicago  &  Alton  and  the  old  Galena 
roads.  From  these  experiments,  which  in- 
volved not  only  his  own  devices  but  the  sug- 
gestions of  patents  then  existing,  he  had  worked 
out  detailed  plans  which  he  set  about  putting 
into  execution  on  a  thorough  and  comprehensive 
basis.  A  work-shop  was  rented  and  skilled 
mechanics  employed.  Mr.  Pullman  threw  him- 
self into  the  task  with  the  ardor  of  a  man  who 
moves  from  settled  convictions.  Although  he 
was  without  mechanical  training  himself,  he 
personally  directed  the  work  of  others  in  all 
the  minute  details  of  putting  the  ideas  he  had 
originated  into  material  form. 

The  result  of  many  months  of  hard,  loyal 
labor  was  the  car  Pioneer.  The  place  the 
Pioneer  at  once  took  as  the  most  perfect  rail- 
way vehicle  the  world,  up  to  that  time,  had  ever 
seen,  has  been  already  mentioned.  How  great 
was  the  gap  between  it  and  the  best  that  had 
gone  before  is  indicated  by  the  comparative 
cost.  The  best  sleeping-cars  in  use  before  the 
Pioneer  had  cost  $4,000  each.  The  Pioneer 
cost  $18,000.  That  was  a  tremendous  leap  for- 
ward. It  was  a  revolution  in  all  existing 
theories  of  car  construction.  The  new  car 
was  a  radical  departure,  not  only  in  respect 
to  weight  and  solidity,  but  also  in  the  elabo- 
rate and  artistic  nature  of  its  interior  fittings 


9 


and  decorations.  In  both  of  these  respects 
it  was  adversely  criticised.  That  massive 
strength  combined  with  striking  beauty  of 
ornamentation  and  minute  elaboration  of  every 
device  for  comfort,  which  all  the  world  now 
recognize  as  the  highest  distinctive  merits  of 
the  Pullman  cars,  was  the  very  point  which 
at  the  outset  was  most  strenuously  objected  to 

It  is  time  that  tells  in  the  case  of  all  great 
progressive  innovations,  and  in  the  light  of 
what  time  has  told  us  who  live  in  this  last 
decade  of  the  century,  it  is  instructive  as  well 
as  amusing  to  recall  the  grounds  on  which  the 
first  application  of  the  Pullman  principles  in 
car  building  were  condemned. 

We  know  now  that  men  will  not  climb  in 
between  the  sheets  of  a  Pullman  sleeping-car 
bed  with  their  boots  on,  and  that  they  will  not 
regard  sleeping-car  carpets  and  upholstery  in 
the  light  of  convenient  cuspidors.  We  know 
that  the  same  instinct  which  makes  people 
conform  in  their  habits  to  elegant  surroundings 
in  homes,  will  make  them  proportionately 
conform  to  them  in  public  vehicles.  We 
know  that  the  beautiful  interiors  of  Pullman 
cars,  which  were  once  condemned  as  absurd 
extravagance,  have  now  a  commercial  value, 
which  men  are  not  only  willing  to  pay  for,  but 
have  come  to  demand,  and  that  they  therefore 


10 

are  a  profitable  financial  investment.  We 
know,  too,  that  probably  from  no  other  one 
source  has  there  sprung  so  widely  diffused  an 
education,  so  general  an  ambition  in  the  direc- 
tion of  interior  decorative  art,  the  effect  of 
which  is  seen  in  thousands  of  American  homes 
to-day,  as  has  come  from  the  beautiful  object- 
lessons  which  these  cars  have  carried  to  the 
remotest  regions  of  the  country. 

All  this  we  know,  now  that  it  has  been  demon- 
strated to  us,  just  as  well  as  we  know  that 
the  massive  weight  and  strength  of  the  Pull- 
man car  have  saved  hundreds  of  lives  in  rail- 
way disasters,  and  that  the  Pullman  standard 
of  weight,  solidity,  and  beauty  of  ornamentation 
has  set  the  pace  which  has  been  followed  in 
the  construction  of  the  passenger  cars  in  use 
upon  all  the  roads  of  the  country.  Indeed,  the 
best  types  of  all  passenger  vehicles  in  opera- 
tion to-day  in  the  United  States,  might  properly 
be  included  in  the  Pullman  World's  Fair 
exhibit  of  results  accomplished,  for  the  reason 
that  they  are  as  distinctively  the  outcome  of 
Pullman  ideas  and  the  public  demand  which 
is  the  result  of  those  ideas,  as  are  the  Pull- 
man cars  themselves. 

It  is  not  to  be  understood  that  the  criticisms 
of  the  Pioneer  were  universally  adverse.  On 
the  contrary,  the  car  attracted  wide  attention, 


11 

and  was  enthusiastically  admired.  Its  su- 
periority over  anything  ever  before  built  was 
too  obvious  to  be  unrecognized.  The  objection 
found  to  it  was  the  vital  one  that  it  would  not 
pay.  The  fact  was  that  the  stride  forward  was 
too  sudden,  too  great  a  shock  to  existing 
theories  for  even  the  most  progressive  railway 
men  to  follow  at  once  to  its  real  significance. 

The  Pullman  idea  in 'particular,  that  money 
could  be  safely  invested  in  an  elaboration  of 
the  utilitarian  into  the  artistic  and  beautiful, 
was  a  startling  departure.  The  American 
citizen,  it  was  assumed,  had  a  sovereign  con- 
tempt for  anything,  especially  in  the  applied 
sciences,  which  in  the  slightest  degree  stepped 
over  the  baldest  utility  into  the  boundaries  of 
the  ornamental.  If  you  gave  him  the  substan- 
tial with  artistic  surroundings  and  beautiful 
accessories,  the  assumption  was  that  it  was 
reasonably  certain  he  would  expectorate  on 
the  surroundings  and  wipe  his  boots  on  the 
accessories.  It  was  certain  he  would  never 
pay  for  either  the  one  or  the  other. 

That  was  practically  the  theory  on  which  rail- 
way passenger  cars  were  constructed  prior  to 
the  building  of  the  Pioneer.  It  was  erroneous, 
of  course,  as  the  Pioneer  and  its  immediate  suc- 
cessors demonstrated.  Yet  the  crudity  of  public 
taste  in  the  United  States  at  that  time  as  con- 


12 


trasted  with  the  present  day  is  sufficiently  ap- 
parent. There  is  no  more  striking  illustration 
of  this  than  comes  from  a  comparison  of  the 
architecture  of  the  decade  of  1850-60  with  that 
of  the  decade  in  which  we  are  now  living.  The 
progress  in  artistic  development  made  in  the 
interval  by  the  people  of  the  whole  country 
which  this  contrast  reveals,  is  truly  remark- 
able; and  it  is  quite  within  bounds  to  say  that 
one  at  least  of  the  influences  which  have 
brought  about  this  result,  is  the  sincere  efforts 
in  that  line  which  have  marked  every  stage  of 
progress  in  the  Pullman  work. 

In  his  own  field  Mr.  Pullman  was  in  reality 
the  pioneer  in  this  element  of  progress.  He 
was  a  believer  in  the  beautiful,  and  he  believed 
earlier  than  others  whose  dealings  were  with 
the  public,  that  the  American  people  would 
pay  their  money  for  it  and  respect  it  in  a  public 
vehicle  as  well  as  in  a  private  home.  How 
firmly  he  nailed  his  colors  to  this  conviction  he 
demonstrated  in  the  very  next  car  he  built. 
Into  the  Pioneer  he  put  more  than  four  times 
as  much  money  as  had  ever  gone  into  the  con- 
struction of  any  car  it  succeeded.  Into  the 
Pioneer's  successor  he  put  six  times  as  much. 
The  Pioneer  cost  $18,000;  the  car  which  came 
after  it  cost  $24,000. 

It  was  on  the  Michigan  Central  Railway  that 


13 


the  Pioneer's  immediate  successors  were  first 
run.  Mr.  Joy,  the  President  of  that  line  when 
the  new  Pullmans  were  put  on,  was  one  of  the 
progressive  railroad  men  of  the  day,  and  he 
had  caught  the  meaning  of  the  Pullman  work 
and  had  seen  in  it  practical  possibilities.  But 
even  he  had  his  doubts  when  the  conditions 
under  which  the  new  cars  must  be  run  were 
presented  to  him.  Their  largely  increased  cost 
necessitated  an  increased  tariff  for  berths.  The 
price  of  a  berth  in  the  old  cars  was  $1.50.  It 
was  impracticable  to  sell  a  berth  in  a  car  that 
had  cost  $24,000  for  less  than  two  dollars.  The 
increase,  President  Joy  said,  could  not  be 
attempted.  The  additional  fifty  cents  would 
drive  night-travel  from  his  road  to  competing 
lines. 

Mr.  Pullman  suggested  that  the  matter  be 
submitted  to  the  decision  of  the  traveling  public. 
He  proposed  that  the  new  cars,  with  their 
increased  rate,  be  put  on  trains  with  the  old 
cars  at  the  cheaper  rate.  If  the  traveling  pub- 
lic thought  the  beauty  of  finish,  the  increased 
comfort  and  the  safety  of  the  new  cars  worth 
two  dollars  per  night,  there  were  the  $24,000 
cars;  if,  on  the  other  hand,  they  were  satisfied 
with  less  attractive  surroundings  at  a  saving  of 
fifty  cents,  the  cheaper  cars  were  at  their  dis- 
posal. It  was  a  simple  submission  without 


argument  of  the  plain  facts  on  both  sides  of 
ihe  issue — in  other  words,  an  application  of  the 
good  American  doctrine  of  appealing  to  the 
people  as  the  court  of  highest  resort.  The 
decision  came  instantly  and  in  terms  which 
left  no  opening  for  discussion.  The  only 
travelers  who  rode  in  the  old  cars  were  those 
who  were  grumbling  because  they  could  not  get 
berths  in  the  new  ones.  After  running  practi- 
cally empty  for  a  few  weeks,  the  cars  in  which 
the  price  for  a  berth  was  $1.50  were  withdrawn 
from  service,  and  Pullmans,  wherein  the  two- 
dollar  tariff  prevailed,  were  substituted  in  their 
places,  and  this  for  the  very  potent  reason 
that  the  public  insisted  upon  it.  Nor  did  the 
results  stop  there.  The  Michigan  Central  Rail- 
way, charging  an  extra  t  iriff  of  fifty  cents  per 
night  as  compared  with  other  Eastern  lines, 
proved  an  aggressive  competitor  of  those  lines, 
not  in  spite  of  the  extra  charge,  but  because  of 
it  and  of  the  higher  order  of  comfort  and  beauty 
it  represented. 

•  Then  followed  a  curious  reversal  of  the 
usual  results  of  competition.  Instead  of  a  level- 
ing down  to  the  cheaper  basis  on  which  all 
opposition  was  united,  there  was  a  leveling  up 
to  the  standard  on  which  the  Pullman  service 
was  planted  and  on  which  it  stood  out  single- 
handed  and  alone,  Within  comparatively  a 


short  period  all  the  Michigan  Central's  rival 
lines  were  forced  by  sheer  pressure  from  the 
traveling  public  to  withdraw  the  inferior  and 
cheaper  cars  and  meet  the  superior  accommo- 
dations and  the  necessarily  higher  tariff. 

In  other  words,  the  inspiration  of  that  key- 
note of  vigorous  ambition  for  excellence  of  the 
product  itself,  irrespective  of  immediate  finan- 
cial returns,  which  was  struck  with  such  em- 
phasis in  the  building  of  the  Pioneer,  and  which 
ever  since  has  rung  through  all  the  Pullman 
work,  was  felt  in  the  railroad  world  of  the  Unit- 
ed States  at  that  early  date  just  as  it  is  even 
more  dominantly  felt  at  the  present  time.  At 
one  bound  it  put  the  American  railway  passen- 
ger service  in  the  leadership  of  all  nations  in 
that  particular  branch  of  progress,  and  has 
held  it  there  ever  since  as  an  object-lesson  in 
the  illustration  of  a  broad  and  far-reaching 
principle. 


III. 

Mr.  Pullman  had  the  good  fortune  to  bring 
to  the  task  he  had  undertaken  an  ambition  free 
from  the  fever  of  rapid  wealth-getting.  He 
had  within  him,  to  a  marked  degree,  the  crea- 
tive instinct,  the  instinct  which  finds  its  highest 
gratification  in  the  thing  itself  that  is  created; 
which  puts  that  always  first,  leaving  the  finan- 
cial results  to  follow  in  their  proper  place,  as 
incidents  and  corollaries  of  the  main  proposi- 
tion. He  never  at  any  stage  of  his  progress 
entertained  the  idea  of  turning  the  results  he 
accomplished  into  a  speculation.  A  voyage  to 
the  illusive  shores  which  border  the  oft-naviga- 
ted sea  of  watered  stock  never  entered  into 
his  calculations.  His  entire  energies  were  con- 
centrated upon  the  work  itself,  and  upon  its 
constant  improvement.  Indeed  that  which 
from  the  first  has  kept  the  integrity  of  the  Pull- 
man prestige,  may  be  described  as  a  chronic 
dissatisfaction  with  that  which  has  been.  The 
persistent  effort  to  do  something  better  than 
has  ever  been  done  before,  which  sent  the  first 
Pullman  car  leagues  ahead  of  anything  that 
had  preceded  it,  has  never  for  a  moment  been 
relaxed.  In  all  the  early  contracts  with  rail- 


17 


road  companies,  there  was  provided  a  margin 
to  devote  to  efforts  toward  this  constant  bet- 
terment. 

It  is  this  spirit  which  has  made  the  Pullman 
work  throughout  its  entire  development  a 
progressive  series  of  revelations,  many  of  them 
almost  as  striking  as  was  the  revelation  in 
travel  possibilities  which  the  Pioneer  itself 
represented.  Gradually  in  this  way  the  travel- 
ing-hotel idea  was  expanded.  It  was  Mr.  Pull- 
man who  taught  the  world  that  you  can  take  a 
luxurious  meal  at  the  rate  of  fifty  miles  an 
hour,  just  as  it  was  he  who  has  made  it  possible 
for  a  man  to  do  a  day's  work  in  one  city,  and 
rise  refreshed  and  ready  for  another  day's 
work  in  another  city  nearly  a  thousand  miles 
away.  It  is  an  interesting  speculation  as  to 
how  much  this,  by  multiplying  many  times  the 
working  capacity  of  the  individual,  has  added 
to  the  total  industrial  energy  of  the  country. 

The  hotel  feature  on  the  Pullman  train  was 
itself  developed  and  improved  upon  until  it 
reached  its  culmination  in  that  exclusively 
Pullman  device,  the  vestibule,  which  makes  a 
solid  yet  perfectly  sinuous  train  with  practic- 
ally absolute  immunity  from  danger  to  pass- 
engers in  even  the  most  violent  collision,  and 
with  the  striking  result  of  an  entire  train  under 
one  roof,  in  which  the  traveler  may  pass  from 


18 


his  dining-room  to  his  sitting-room,  or  to  his 
sleeping-room,  as  in  his  own  home. 

How  startling  was  the  revelation  made  by 
this  bold  and  original  departure,  is  sufficiently 
shown  by  the  almost  universal  adoption  of  it,  or 
of  substitutes  which  were  close  imitations 
of  external  appearances  only,  containing 
such  features  as  might  be  used  in  technical 
avoidance  of  the  Pullman  patents,  but  lack- 
ing the  essence  of  the  invention  which  gives 
it  its  greatest  value— the  frictional  contact 
for  preventing  oscillation,  and  the  greater 
strength  in  resisting  the  shocks  of  collision. 

With  the  possible  exception  of  the  invention 
of  the  air-brake,  which  puts  the  control  of  the 
train  so  completely  into  the  hands  of  the 
engineer,  there  has  been  no  event  of  railway 
development  so  important  in  securing  safety  to 
the  traveling  public,  as  the  invention  of  the 
Pullman  vestibule.  In  its  latest  application 
as  illustrated  by  the  World's  Fair  train,  it  is 
extended  to  the  locomotive  tender  itself,  thus 
taking  into  its  protecting  arms  not  only  the 
passengers,  but  the  employes  in  the  baggage 
and  mail  cars  as  well;  and  this  extension  is  so 
constructed  as  to  act  as  a  wind-deflector,  thus 
diminishing  atmospheric  resistance  to  the 
speed  of  trains. 

The  vestibule  feature  has  also  been  enlarged 


in  the  Pullman  exhibition  train  to  the  full  width 
of  the  cars,  by  extending  the  sides  of  the  cars 
and  enclosing  the  ends,  together  with  an  origi- 
nal and  ingenious  arrangement  of  vestibule 
entrance  doors,  and  trap  doors  over  the  steps. 
This  materially  adds  to  the  comfort  of  passen- 
gers by  doing  away  with  the  "  wind  pockets" 
which  are  formed  by  the  ordinary  projecting 
hoods  over  open  platforms;  and,  furthermore, 
provides  a  comfortable  and  protected  place  for 
brakemen  or  other  train  employes  whose  duties 
may  require  them  to  ride  occasionally  upon 
platforms. 

It  is  barely  six  years  since  the  vestibule  was 
invented,  yet  it  has  become  so  firmly  fixed  a 
feature  of  railway  appliances  that  it  has  in 
reality  given  a  new  word  to  the  English 
language.  The  term  "vestibuled  train"  has 
passed  into  accepted  use  wherever  English  is 
spokrn. 

But  the  making  of  the  best  cars  that  had 
been  known  was  but  a  preliminary  step  toward 
building  •  up  the  Pullman  service  such  as  we 
know  it  to-day.  We  now  start  out  from  a 
city  in  the  United  States,  Canada  or  Mexico, 
and  we  travel  to  all  accessible  parts  of  the 
North  American  continent,  and  everywhere, 
over  hundreds  of  different  railroads,  we  find 
the  one  harmonious,  perfectly  administered 


system  of  transportation.  You  may  go  aboard 
a  Pullman  car  in  New  York  or  Chicago,  and 
you  may  go  aboard  one  in  the  wilds  of  Arizona, 
and  in  either  case  you  find  the  same  beautiful 
surroundings,  the  same  cleanliness  and  order, 
the  same  comfort  and  attentive  service.  It  is 
like  one  vast  ubiquitous  hotel,  this  Pullman 
service,  which  you  may  enter  anywhere  and  in 
which  you  may  go  anywhere,  taking  your  slip- 
pered ease  in  your  inn  as  you  go. 

What  of  labor  and  tact  and  diplomatic  gift  it 
has  required  to  build  up  all  this,  is  compara- 
tively little  appreciated.  We  now  and  then 
marvel  at  the  beauty  and  comfort  of  the  par- 
ticular shuttle  which  we  occupy  in  its  swift 
flight,  but  the  great  complicated  mechanism  of 
travel  which  spreads  all  over  the  continent, 
and  of  which  our  own  particular  shuttle  is 
only  a  detail  doing  its  appointed  part — all  this 
we  accept  as  a  matter  of  course.  If  we  think 
of  it  at  all,  it  is  with  the  vague  general  impres- 
sion that  it  is  a  natural  evolution,  a  problem 
which  somehow  worked  its  own  way  out. 

To  demonstrate  that  the  objections  to  the 
first  Pullman  car  were  groundless,  was  a  much 
easier  task  than  to  convince  railroad  men  that 
it  was  only  through  an  administration  extra- 
neous to  any  one  road,  or  group  of  roads,  that 
the  best  results  to  the  railroads  and  to  the 


public  from  the  operation  of  those  cars  were 
to  be  obtained.  The  cars  themselves  carried 
their  own  argument,  told  their  own  story. 
The  operating  system  came  only  gradually 
into  evidence.  Railroad  men,  with  their  minds 
concentrated  on  the  development  and  admin- 
istration of  their  own  lines,  had  not  given 
sufficient  attention  to  the  matter  of  long  con- 
tinuous runs  to  enable  them  quite  to  grasp  the 
subject.  The  building  up  of  such  a  system, 
they  said,  was  impracticable.  The  interests 
involved  were  too  conflicting,  it  was  argued, 
ever  to  be  harmonized.  At  the  very  best  such 
a  system  would  hang  upon  the  slender  thread 
of  contracts,  and  contracts  would  expire. 
Besides  this,  if  the  business  should  prove  profit- 
able, each  railroad  would  insist  upon  operating 
its  own. sleeping-car  and  parlor-car  services. 

As  a  matter  of  fact,  all  the  difficulties  in  the 
way  of  carrying  out  the  project  which  were 
predicted  for  it,  as  well  as  many  more  which 
were  not  predicted,  actually  did  present  them- 
selves and  had  to  be  overcome.  There  were 
two  forces  which  constantly  pushed  the  Pull- 
man plan  toward  success.  The  plan,  to  begin 
with,  was  the  logically  correct  one.  In  addition 
to  that,  the  public  was  being  steadily  educated 
up  to  demand  a  standard  of  excellence  in  car 
equipment  which  just  one  concern  produced, 


and  that  was  the  Pullman  Company.  The 
constant  evolution  by  that  company  of  striking 
material  improvements  and  new  beauties  of 
design  and  ornamentation,  kept  a  wide  gap 
between  it  and  the  entire  field  ot  imitators 
which  had  sprung  up  in  opposition.  It  was  a 
contest  to  be  decided  on  its  merits  alone,  and 
the  deciding  power  was  fast  slipping  from  the 
hands  of  the  railroads  to  the  hands  of  the 
public.  The  public  had  demonstrated  not  only 
that  it  would  pay  for  the  best,  but  that  it  would 
demand  the  best,  and  with  competition  at  the 
point  which  it  had  now  reached,  the  public 
demands  were  not  to  be  slighted. 

Then  came  the  completion  of  the  great  Pa- 
cific line  across  the  continent.  Here  was  the 
problem  of  long  continuous  journeys  presented 
in  its  most  striking  form.  Almost  simultane- 
ously with  the  completion  of  the  Pacific  road, 
there  was  put  upon  the  rails  one  of  the  most 
superb  trains  ever  turned  out  of  the  Pullman 
shops.  Its  journey  to  California  and  its  recep- 
tion there,  were  in  the  nature  of  a  progress 
and  an  ovation.  From  that  time  forth  the 
great  population  of  the  Pacific  coast  knew  no 
train  for  long-distance  travel  save  a  Pullman 
train,  and  would  hear  of  no  other.  When  peo- 
ple from  California  reached  Chicago  on  their 
way  eastward,  the  road  over  which  Pullman 


cars  ran  got  their  patronage,  and  roads  over 
which  other  cars  were  operated  did  not.  News- 
papers and  magazines  were  awakened  anew  to 
studies  of  the  Pullman  cars  and  the  Pullman 
system,  and  scores  of  printed  pages  were  filled 
with  the  marvels  of  a  journey  to  the  Pacific 
ocean,  which  was  nothing  more  than  a  six  days' 
sojourn  in  a  luxurious  hotel,  past  the  windows 
of  which  there  constantly  flowed  a  great  pano- 
ramic belt  of  the  American  continent  thous- 
ands of  miles  in  length,  and  as  wide  as  the  eye 
could  reach.  Illustrated  magazine  articles 
which  appeared,  telling  the  story  of  a  trip  to 
California,  had  as  many  pictures  of  Pullman 
interiors  as  they  had  of  the  big  trees  or  the 
Yosemite  Valley. 

The  effect  of  all  this  was  far-reaching.  The 
great  Pennsylvania  line  abandoned  its  own  ser- 
vice and  adopted  the  Pullman.  The  companies 
operating  the  sleeping-car  and  parlor-car  ser- 
vices on  the  New  York  Central  and  Lake  Shore 
systems  made  application  for  the  privilege  of 
using  the  Pullman  plans,  and  were  permitted  to 
do  so  upon  payment  of  stipulated  royalties, 
which  continued  for  many  years,  and  until 
the  expiration  of  the  Pullman  patents. 
Other  opposition  lines  were  absorbed,  and 
the  Pullman  system  and  the  Pullman  cars 
established  at  last  as  we  now  know  them,  when 


the  very  name  Pullman  has  become  a  synony- 
mous and  interchangeable  term  for  the  sleeping- 
car  and  the  sleeping-car  service.  Its  fleet  has 
grown  from  one  car  to  2,500;  its  working  force 
from  half  a  dozen  men  to  15,000.  Its  cars  are 
operated  over  nearly  a  hundred  roads,  and  over 
a  mileage  equivalent  to  five  times  the  circum- 
ference of  the  globe.  From  the  first  year  of  its 
existence  it  has  paid  its  quarterly  dividends 
with  the  regularity  of  a  government  loan,  and 
its  $30,000,000  of  capital  has  a  market  value  of 
$60,000,000,  while  its  stock  is  so  largely  sought 
as  a  rock-ribbed  security  for  the  investment  of 
the  funds  of  educational  and  charitable  insti- 
tutions, of  women  and  of  trust  estates,  that  out 
of  its  3,246  stockholders,  1,800  are  of  this  class 
and  1,494  of  these  1,800  are  women. 


IV. 


The  story  of  Pullman  naturally  divides  itself 
into  three  parts— the  building  of  the  car,  the 
building  up  of  the  operating  system,  and  the 
building  of  the  town.  Each  of  these  stages  is 
the  natural,  logical  sequence  of  the  other; 
through  them  all  there  runs  the  same  under- 
lying thought,  the  same  thread  of  ideas. 

The  Pullman  Palace  Car  Company  suffered, 
as  did  all  other  industries,  during  the  financial 
depression  immediately  following  1873,  but 
the  reaction  which  came  on  the  heels  of  that 
gloomy  era,  on  the  resumption,  in  1879,  °f 
specie  payments,  developed  a  rapid  expansion 
of  the  Company's  business.  To  meet  this  ex- 
pansion and  to  extend  the  business  still  further 
along  the  line  of  general  car-building  and  of 
other  collateral  industries,  it  became  necessary 
to  enlarge  the  plant.  Its  shops  in  St.  Louis, 
Detroit,  Elmira  and  Wilmington  were  unable 
to  keep  pace  with  the  growing  volume  of  de- 
mand for  the  Company's  productions.  New 
shops  must  be  built  on  a  larger  and  more  com- 
prehensive scale  than  any  that  had  gone  before. 

Chicago,  with  its  central  position  with  ref- 
erence to  the  railway  system  of  the  continent, 
was  obviously  the  natural  site;  but  there  were 
weighty  objections,  touching  both  finance  and 


26 


the  matter  of  labor,  to  be  urged  against  build- 
ing within  the  limits  of  the  city  proper. 

To  meet  these  objections  and  to  have  at  the 
same  time  the  advantage  of  Chicago's  geo- 
graphical position  and  great  focus  of  railway 
connections,  Mr.  Pullman  fixed  upon  the 
vicinity  of  Lake  Calumet,  fourteen  miles  away. 
Here  he  purchased  3,500  acres,  which  have 
since  increased  in  value  proportionately  with 
Chicago's  remarkable  development.  The  en- 
tire tract  is  now  embraced  within  the  boundary 
limits  of  the  great  city.  Already  the  advance 
waves  of  Chicago's  swelling  tide  of  popula- 
tion are  lapping  its  edges  and  encircling  its 
borders.  Even  now,  the  Pullman  district  is  a 
center  around  which  there  is  a  connected 
girdle  of  thickly  populated  communities.  At 
a  very  early  date  the  beautiful  town  of  Pull- 
man, with  its  shaded  avenues,  its  glimpses 
of  bright  water,  its  harmonious  groupings 
of  tasteful  homes  and  churches  and  public 
buildings,  the  whole  colored  here  and  there 
with  the  green  of  lawns  and  the  bloom  of 
clustered  banks  of  flowers — at  a  very  early 
date  all  this  will  be  as  a  bright  and  radiant 
little  island  in  the  midst  of  the  great  tumultu- 
ous sea  of  Chicago's  population;  a  restful  oasis 
in  the  wearying  brick-and-mortar  waste  of  an 
enormous  city. 


27 


And  then,  too,  at  its  very  door  will  come,  not 
long  hence,  the  bulk  of  Chicago's  manufactur- 
ing commerce.  It  is  only  a  matter  of  a 
short  time  when  Lake  Calumet,  along  which 
the  Pullman  land  stretches  for  miles,  will  be- 
come an  inside  harbor.  The  thirty  million  bricks 
per  year  which  the  Pullman  company  is  now 
manufacturing  are  made  of  clay  taken  from 
the  bottom  of  the  lake,  and  in  the  meantime 
the  Government  is  dredging  out  the  river  which 
connects  Calumet  with  the  thousands  of  miles 
of  waterway  of  the  great  chain  of  lakes  which 
lead  to  the  ocean  and  to  the  world  beyond 
seas. 

What  this  land,  which  a  dozen  years  ago  was 
bleak,  sodden  prairie,  will  represent  when  this 
comes  to  pass,  and  great  ships  are  moored  tc 
its  miles  of  water  front,  is  an  interesting  item 
in  speculations  upon  the  marvelous  probabili- 
ties of  Chicago's  future  growth.  The  day  is 
not  only  coming,  but  is  near  at  hand,  when  the 
$30,000,000  present  capital  stock  of  the  Pull- 
man Company  will  be  covered,  and  more  than 
covered,  by  the  value  of  the  3,500  acres  of  land 
on  which  is  built  the  town  of  Pullman. 

Of  the  details  of  how  Pullman  was  con- 
structed ;  of  how  the  dreary,  water-soaked 
prairie  was  raised  to  high  and  dryland;  of  how 
the  entire  town  was  planned  and  blocked  out 


28 


in  all  its  symmetrical  unity  of  purpose  by  Mr. 
Pullman  himself;  of  how  the  architect  and 
landscape  engineer,  working  together,  carried 
out  the  details  of  the  plan  to  their  harmonious 
and  beautiful  conclusion — all  this  has  been 
told  and  retold  in  the  scores  of  studies  of  Pull- 
man which  have  appeared  in  print  on  both 
sides  of  the  Atlantic. 

In  the  same  publications  there  have  appeared 
minute  descriptions  of  the  system  by  which  the 
sewage  of  the  town  is  collected  and  pumped 
far  away  to  the  Pullman  produce  farm;  of  how 
every  house  and  flat,  even  to  the  cheapest  in 
rent,  is  equipped  with  the  modern  appli- 
ances of  water,  gas,  and  internal  sanita- 
tion; of  how  grounds  for  athletic  sports  were 
made;  all  the  merchandising  of  the  town 
concentrated  under  the  glass  roof  of  a  beautiful 
arcade  building;  a  market  house  erected  that 
is  the  ornament  of  one  of  the  handsomest 
squares  in  the  town;  churches  built;  abeautiful 
school-house  put  up,  in  which  there  attend 
nearly  a  thousand  scholars;  a  library  founded 
of  over  8,000  volumes;  a  savings  bank  establish- 
ed, paying  a  liberal  rate  of  interest  and  con- 
forming in  its  regulations  to  the  greatest 
convenience  of  the  wage-earners;  a  'theatre 
provided  that  is  an  artistic  gem. 

All  this  has  been  detailed  so  much  at  length 


that  there  need  be  to  it  only  a  passing  refer- 
ence. With  these  details  in  mind,  imagine  a 
perfectly  equipped  town  of  12,000  inhabitants, 
built  out  from  one  central  thought  to  a  beautiful 
and  harmonious  whole.  A  town  that  is  bor- 
dered with  bright  beds  of  flowers  and  green 
velvety  stretches  of  lawn;  that  is  shaded  with 
trees  and  dotted  with  parks  and  pretty  water 
vistas,  and  glimpses  here  and  there  of  artistic 
sweeps  of  landscape  gardening;  a  town  where 
the  homes,  even  to  the  most  modest,  are  bright 
and  wholesome  and  filled  with  pure  air  and 
light;  a  town,  in  a  word,  where  all  that  is  ugly, 
and  discordant,  and  demoralizing,  is  eliminated, 
and  all  that  inspires  to  self-respect,  to  thrift 
and  to  cleanliness  of  person  and  of  thought  is 
generously  provided.  Imagine  all  this,  and  try 
to  picture  the  empty,  sodden  morass  out  of 
which  this  beautiful  vision  was  reared,  and  you 
will  then  have  some  idea  of  the  splendid  work, 
in  its  physical  aspects  at  least,  which  the  far- 
reaching  plan  of  Mr.  Pullman  has  wrought. 


V. 


But  it  is  the  social  aspects  of  Pullman  which 
have  been  most  discussed,  and  in  the  discussion 
of  which  there  has  been,  in  many  cases, 
the  most  misapprehension.  Indeed  it  is  quite 
surprising  at  times  to  follow  the  well-meant 
reasoning  from  premises  which  do  not  exist 
to  conclusions  which  are  not  so.  A  fre- 
quent source  of  error  seems  to  lie  in  a  failure 
to  grasp  the  fundamental  fact  that  it  is  upon 
solid  quid  pro  quo  business  principles  that  the 
whole  fabric  is  reared;  that  this  is  the  very 
element  upon  which  rests  its  self-sustaining 
strength,  and  from  which  its  best  benefits  to 
humanity  come;  that  it  is  from  this  fact  that 
the  forces  which  work  to  the  general  good  are 
made  self-renewing  and  self-perpetuating. 
Without  a  full  appreciation  of  this  pivotal  prop- 
osition any  attempt  to  know  ihe  meaning  of 
Pullman,  still  more  to  discuss  its  meaning,  is 
worse  than  idle.  Such  discussions  usually  lead 
off  to  such  irrelevant  fields  of  philanthropy  as 
are  occupied  by  the  hospitals,  the  retreats 
for  the  aged,  the  maimed  and  the  helpless. 
To  criticise  Pullman,  as  indeed  it  has  been 
criticised,  for  its  failure  to  meet  the  conditions 
of  this  field,  is  as  absurd  as  it  would  be  to  criti- 


else  it  for  failure  to  promote  the  spread  of  the 
gospel  among  barbarous  peoples. 

On  the  business  theory  that  the  better  the 
man,  the  more  valuable  he  is  to  himself,  just  in 
that  proportion  is  he  better  and  more  valuable 
to  his  employer  ;  on  this  simple  business 
theory  an  attempt  has  been  made  to  surround 
the  workingmen  in  Pullman  with  such  in- 
fluences as  would  most  tend  to  bring  out  the 
highest  and  best  there  was  in  them.  So  far  from 
starting  with  the  theory  that  these  workingmen 
are  weaklings  to  whom  things  are  to  be  given, 
and  who  must  be  held  up  and  supported  lest 
they  fall,  the  starting  point  is  in  exactly  the 
opposite  direction.  The"  assumption  is  that 
the  Pullman  men  are  the  best  type  of  Ameri- 
can workmen,  who  stand  solidly  and  firmly  on 
their  own  feet,  and  will  work  out  valuable  and 
well-rounded  lives  just  in  proportion  to  their 
opportunities.  By  the  investment  of  a  large 
capital,  it  is  found  possible  not  only  to  give 
them  better  conditions  than  they  could  get 
elsewhere,  but  to  give  those  conditions  at 
prices  wholly  within  their  power  to  pay;  and 
yet  sufficient  to  return  a  moderate  interest  on 
the  investment,  and  so  sustain  it  and  make  it 
enduring.  That  is  the  whole  Pullman  proposi- 
tion in  a  nutshell.  With  philanthropy  of  the 
abstract  sentimental  sort  it  has  nothing  to  do. 


32 

With  the  philanthropy  which  helps  men  to 
help  themselves,  without  either  undermining 
their  self-respect,  or  in  the  remotest  degree 
touching  their  independence  or  absolute 
personal  liberty — with  philanthropy  of  this 
type  it  has  everything  to  do. 

To  measure  the  actual  effect  of  the  condi- 
tions which  exist  at  Pullman  it  is  only  neces- 
sary to  look  at  any  representative  assemblage 
of  the  Pullman  workmen.  During  the  eleven 
years  that  the  town  has  been  in  existence, 
the  Pullman  workingman  has  developed  into 
a  distinct  type— distinct  in  appearance,  in 
tidiness  of  dress,  in  fact  in  all  the  external  in- 
dications of  self-respect.  Not  only  as  compared 
with  the  majority  of  men  in  similar  walks 
of  life  do  they  show  in  their  clearer  com- 
plexions and  brighter  eyes  the  sanitary  effects 
of  the  cleanliness  and  the  abundance  of  pure 
air  and  sunlight  in  which  they  live,  but  there 
is  in  their  bearing  and  personal  demeanor 
what  seems  to  be  a  distinct  reflection  of  the 
general  atmosphere  of  order  and  artistic  taste 
which  permeates  the  entire  town.  It  is  within 
the  mark  to  say  that  a  representative  gather- 
ing of  Pullman  workmen  would  be  quite 
forty  per  cent,  better  in  evidences  of  thrift 
and  refinement,  and  in  all  the  outward  in- 
dications of  a  wholesome  habit  of  life,  than 


33 


would  a  representative  gathering  of  any  cor- 
responding grouo  of  workingmen  which  could 
be  assembled  elsewhere  in  the  country.  Nor 
do  the  benefits  that  have  been  brought  about 
stop  at  mere  external  indications.  The  Pull- 
•man  workman  has  a  distinct  rank  of  his  own, 
which  is  recognized  by  employers  everywhere 
in  the  United  States,  and  which  makes  him 
universally  in  demand  and  sought  after.  There 
is,  as  a  matter  of  fact,  hardly  a  great  pro- 
ducing center  in  the  country,  in  the  fields 
reached  by  the  great  Pullman  industries,  to 
which  Pullman  men  have  not  been  brought  by 
special  inducements  of  promotion  or  wages. 

These  things  speak  for  themselves,*  just  as 
do  the  six  hundred  thousand  dollars  which 
stand  to  the  credit  of  these  wage-earners  in 
the  Pullman  Savings  Bank,  and  just  as  does 
the  bright  border  of  homes  which  fringe  the 
outer  edge  of  the  Pullman  tract,  and  which 
represent  the  invested  savings  of  nearly  a 
thousand  Pullman  workmen. 

The  story  of  the  town  of  Pullman  is  but  a 
repetition  on  a  large  scale  of  the  story  of  the 
building  of  the  first  Pullman  car.  The  same 
organic  solidity  of  structure,  the  same  faith 
in  the  intrinsic  commercial  value  of  the 
beautiful,  which  entered  into  the  one  entered 
into  the  other.  Indeed  this  same  logical  unity 


34 


of  purpose  and  allegiance  to  fundamental  con- 
victions, which  is  manifest  through  all  the 
great  fabric  which  Mr.  Pullman  has  reared 
during  many  years  of  labor,  is  the  dominant, 
the  most  impressive  feature  of  his  achieve- 
ment. At  every  step,  moreover,  the  convic- 
tions upon  which  he  has  acted  and  the  faiths 
to  which  he  has  held  have  been  vindicated, 
and  more  than  that,  they  have  either  actually 
wrought,  or  have  had  in  them  the  germs  of, 
radical  benefits.  The  Pullman  car  solved 
the  problem  of  long  continuous  railway  jour- 
neys, and  the  town  of  Pullman,  along  new 
lines,  •  gives  a  hope  of  bettering  the  rela- 
tions of*  capital  and  labor.  The  issue  of  this 
last  is  a  question  of  the  future,  but  it  is  at  least 
a  legitimate  subject  of  speculation,  whether 
what  the  car  wrought  in  one  direction,  with  all 
its  attendant  and  lasting  benefits  to  humanity, 
may  not  in  some,  sort,  on  a  broader  scale,  and 
with  benefits  to  humanity  even  more  far-reach- 
ing and  enduring,  be  repeated  in  the  great 
field  where  the  town  of  Pullman  now  stands 
as  the  advance  guard  of  a  new  departure  and 
a  new  idea. 

In  brief,  the  Pullman  enterprise  is  a  vast 
object-lesson.  It  has  demonstrated  man's 
capacity  to  improve  and  to  appreciate  improve- 


35 


ments.  It  has  shown  that  success  may  result 
from  corporate  action  which  is  alike  free  from 
default,  foreclosure  or  wreckage  of  any  sort. 
It  has  illustrated  the  helpful  combination  of 
capital  and  labor,  without  strife  or  stultifica- 
tion, upon  lines  of  mutual  recognition. 


ADDENDA. 


39 


STATISTICAL  DATA. 

Total  amount  of  lumber  useJ  annually  by 
the  Pullman  Company,  51,234,300  feet. 

Total  quantity  of  iron  used  annually,  85,000 
tons. 

Total  number  of  employes,  15,341. 

Total  amount  of  wages  earned  daily  by 
Pullman  employes,  $29,346.05. 

There  are  operated  by  the  Pullman  Com- 
pany 2,512  sleeping,  parlor  and  dining  cars. 
Of  these  650  are  buffet  cars,  and  58  arc  dining 
cars. 

Pullman  cars  carried  5,279,320  passengers  in 
the  year  ending  July  3ist,  1892. 

About  4,500,000  meals  are  served  annually 
in  dining  and  buffet  cars. 

There    are    washed    in    Pullman    laundries 
33.383,160  pieces  annually. 

The  number  of  miles  run  by  Pullman  cars 
annually  is  191,255,656. 

Mileage  of  railroads  under  contract,  125,111. 

The  longest  regular,  unbroken  run  of  any 
cars  in  the  Pullman  service  is  from  Boston  to 
Los  Angeles,  4,322  miles. 

The  total  producing  capacity  of  construction 
shops  per  annum  is  12,520  freight  cars,  313 
sleeping  cars,  626  passenger  and  939  street  cars. 


40 


Coupled   together   these   cars   would   make   a 
train  over  100  miles  in  length. 

If  all  the  lumber  used  annually  in  Pullman 
shops  alone  were  delivered  on  one  train,  the 
train  would  consist  of  5,000  cars,  and  would  be 
35  miles  long. 

The  Pullman  savings  bank  has  2,000  deposi- 
tors, and  their  deposits  amount  to  $632,000,  an 
average  per  person  of  $316. 

The  average  wages  per  day  for  workmen  of 
all  classes  in  Pullman  shops,  including  boys 
and  women,  is  $2.26. 

The  Town  of  Pullman  has  eight  miles  of 
paved  streets  and  12,000  inhabitants,  of  whom 
6,324  are  operatives. 

Of  the  2,246  Pullman  employes  who  live  on 
the  borders  of  the  town,  about  1,000  own  their 
own  homes. 

All  the  sewage  of  the  Town  of  Pullman  is 
collected  in  a  300,000  gallon  reservoir  under 
the  water  tower,  and  pumped  to  the  Pullman 
produce  farm  three  miles  away. 


45281 


PULLMAN  EXHIBIT 

WORLD'S  COLUMBIAN  EXPOSITION 

1893 


